Railroad car truck



1951 V K. F. NYSTROM ETAL Re. 23,428

' RAILROAD CAR TRUCK Original Filed Sept. 11, 1941 2 SHEETS-SHEET 1 4 J?lTufenEn ff: 1 gan 'Nbv. 6, I951 K. F. NYSTROM ETVAL 23,423

RAILROAD CAR TRUCK Oiiginal Filed Sept. 11, 1941 2 SHEETSSHEET 2Reissued Nov. 6, 1951 RAILROAD can TRUCK Karl F. Nystrom, Nashotah, andVernon L. Green, Milwaukee, Wis.

Original No. 2,350,567, dated June 6, 1944, Serial No. 410,354,September 11, 1941.

Application for reissue May 18, 1949, Serial No. 94,021

'2 Claims.

Matter enclosed in heavy brackets appears in the original patent butforms no part of this reissue specification; matter printed in italicsindicates the additions made by reissue.

Our invention, more particularly stated, relates the equalizers iseliminated and greater re-.

siliency provided; namely a construction wherein the conventional truckpedestals are eliminated and the equalizers provided with yokes whichconstitute the outer housings for the roller bearings of the truckaxles, and the equalizers resiliently connected or linked to the truckframe; hence a construction which eliminates the undesirable wearheretofore encountered between the outer bearing housings and theequalizers and between the outer housing and the truck pedestals.

The objects and advantages encountered, as well as other advantagesinherent in the invention, will be readily comprehended from thedetailed description of the accompanying drawings wherein:

Figure 1 is a side elevation of one end of a railroad car truck with ourinvention applied thereto.

Figure 2 is a longitudinal sectional view taken substantially on theline 22 of Figure 1 and viewed in the direction of the arrows.

Figure 3 is a transverse sectional view taken on the offset line 33 ofFigure 1, looking in the direction of the arrows.

Figure 4 is a plan view of a four wheel truck illustrating our inventionapplied, with a portion at one end of the truck broken away.

Figure 5 is a detail perspective view of one of the longitudinal linksand its connections, with portions of an equalizer and a. frame bracketbeing shown.

In car trucks as heretofore employed, the conventional type of equalizerwas employed and the truck frame provided with the usual pedestals inwhich the Timken type of outer and inner roller bearing housings wereslidably mounted.

Experience with these trucks disclosed that con siderable wear occurredbetween the outer bearings of the axle roller bearings and the equalizerand also between the outer housings and the truck pedestals; and that asthis wear developed or increased, the riding qualities of the truck weregreatly impaired and maintenance cost was materially increased.

Our improved construction designed to overcome these diiilcultiescontemplates the elimination of the conventional truck pedestals andconsequently the points of wear mentioned; providinga combined equalizerwith outer housings in a single piece structure which is yieldinglyconnected with the truck frame through the medium of non-metalliccompressible elements.

The construction of the frame and the equalizer at both ends and onopposite 'sides of the truck are substantially similar, as disclosed inthe plan of the truck in Figure 4.

In the particular exemplification of the invention, the truck frame It]at its end is provided with a downwardly disposed portion H which isshown"preferably bifurcated, see Figure 2; this depending end portionbeing provided with a vertical slot (2 adapted to receive a pin I 3secured in the bifurcated lobe [4 at the end of the equalizer l5 andpermits relative vertical movement between the frame and equalizerwithout contact with one another.

The truck frame I0 is not provided with the conventional or usualpedestals for receiving the roller bearing housings, but instead weprovide the equalizer [5 adjacent its ends with upstanding yokes one ofwhich is shown at IS in the nature of inverted U.-shape members,preferably of channel cross-section as shown in Figure 2, and formedintegral with the equalizer I 5 to constitute a single unit;'the yokebeing provided with fiat inner side faces which are shown preferablvprovided with bosses or'load pads as at [1, see Figure 2. These loadpads I! provide lateral bearing surfaces for the sides of the main orinner roller bearing housing l8 and permit relative vertical movementbetween the equalizer yokes and the bearing housings; the journalbearing generally illustrated being of the wellknown Timken rollerbearing type and hence its specific construction and mounting on the endof the journal I 9 to the outside of the truck wheel 2!] need not beentered into.

The equalizer I5 is provided with the usual spring seat at 2| forthe.coi1 spring 22 whose-upper end is mounted in a similar seat arrangedon the lower face of the truck frame H1.

The truck frame ID, at a suitable distance removed from the bearingreceiving yoke I 6 of the equalizer and on its outer side is providedwith a depending bracket 23, formed integral with or otherwise rigidlysecured thereto, and the lower end of the bracket provided with a pin 24whose inner end is provided with a beveled head or washer 25 forproperly compressing the rubber element or bushing 26 through which thepin 24 extends.

One leg or side of the yoke iii of the equalizer is provided with asimilar pin 21, arranged substantially in horizontal alignment with pin24, and also provided with a beveled head or washer 28; pin 21 beingalso provided with a rubber element or bushing 29. The outer ends ofboth pins 24 and 21 are preferably threaded as shown in Figure 2 andprovided with tapered washers 30, nuts 31 which, when screwed inwardlyonthe pins,

will compress the rubber bushings 26 and 23. The pins with the rubberbushings are adapted sides beneath the frame ilfistabmg Jouma to receivethe hubs 32, 32, which are preferabiy internally provided withoppositely tapered s1 faces, as shown in Figure 2, which coact with thewashers in placing the rubber elements 26, 29 under compression.

The hubs 32 are united by a link 33, shown in the form of a metal tubewith its ends integrally united with the hubs 32, as by welding. Thelink 33 swingingly connects the equalizer l5 and the truck frame andconstitutes a draw bar between the wheel-journal receiving yoke of theequalizer and the truck frame; it being found suflicient in a truck ofthe character shown to nerely employ one draw bar or link to eachequalizer or truck side to take care of the longitudinal pulls; asimilar equalizer and link being employed on the other side.

, The equalizer 15 on one side of the track is provided with a pair oflongitudinally spaced similar brackets-3| (only one being shown) prefyerably of the angular formation shown in Figures 2 and 3, and-eachapertured to receive one end -of a-transverse rod or link 35 whose endsare preferably threaded to receive nuts 36. The other end of each rod 35extends through an .aperture in each downwardly disposed bracket 31secured to or formed-integral with the adja- ;cent transom. member 38 ofthe truck frame. As shown in Figure 4, each-transom. 38 is provided-with a bracket 31 to cooperate with the brackets .secured to one-oftheequalizers l5, namely the equalizer .at the bottom of Figure 4, whichmay be the master equalizer; the equalizer at the opposite side of thetruck, with the exception of vthe brackets 34 and links 35 being thesame.

The rods 35 on opposite sides of brackets 35 and 31 are provided withrubberbushings 33, and washers 40, and the portion of each rod 35intermediate the respective brackets 34 and 31 is provided with a metaltube or sleeve 4|, whose ends engage the-inner washers 40. It isapparent that by screwing up nuts 3.6-the rubber bushings or elements39- will be compressed and that any .relative lateral movement betweenthe truck frame and the master equalizer will be yieldingly transmittedfrom one to the other and absorbed -by the rubber elements; while therelative longitudinal and vertical movements between the equalizers andthe truck frame will be yieldingly transmitted through the two links 33(one on each side of the truck) and be absorbed by the rubber elements26, 29 arranged in the hub portions of links 33.

The yoke or hearing housing receiving portions J6 of the equalizermembers i on their outer sides are preferably provided with a pair ofstop platm or lugs 42, 42, see Figure 1, which overlap the housings andprevent outward movement of the journal bearing housings l8.

Theframe of our improved truck, as viewed in plan, is of H-formationconsisting of the 'two side members united intermediate the ends by thetransom members 38. o

The exemplification is believed to be the best embodiment of theinvention but certain structural modifications may be made without,however, departing from the spirit of our invention as defined in theappended claims.

What we claim is;

1. In a. railroad car truck, the combination of ;& pedestalless truckframe with longitudinally disposed side members provided with dependingbrackets; equalizer beams arranged-at the truck bearing receivingyokes'at their ends provided or their outer sides with bearing housingstop members. a longitudinally extending pull link pivotally connectedwith one of said yokes of each equalizer beam and said dependingbracket, the ends of the link having enlarged conical openingstherethrou'gli outwardly disposed pins secured, respectively, to theyoke and to the depending bracket and disposed through the openingsinthe ends of the link; resilient bushings arranged the link-openingsanddis g about&

the pins; and means at the opposite ends 'of the pins whereby thebushings are placed under compression.

2. In a railroad car truck whose journals are provided with bearingholding housings,- the combination of an open' ended pedestalless truckframe composed of a pair of side members connected intermediate theirends by transom memvbers and. having downwardly extending-ends pro- &

vided with vertical slots, said side members each having a downwardlydisposed pin carrying bracket at a point removed from the ends of saidmembers; an equalizer unit at each side of thetruck composedof Iahorizontally disposed beam terminating at. itsends in verticallydisposed bearing housing-receiving yokes-and with bifurcated aperturedextensionsadapted to receive the downwardly extended, ends of the frameside members therebetween, each equalizer unit having a horizontallydisposed immovable pin; a

longitudinally disposed-linkwhoseends terminate in horizontallydisposedhubs adapted, respectively, to receive the pins of the sidemember brackets and of the equalizer unit about which the link may haveverticaloscillatory movement, said hubs having oppositely -tapered-innersurfaces; compressible shock absorbing elements arranged in said hubsabout said pins; and adjustable means on said-pins whereby said elemen%.may be placed under compression; and transversely disposed rods betweenthe intermediate portion .of one .of the equalizer units and the frametransom members, the ends of said rods having shock absorbingconnections with said equalizer member and the transom members.

. -[3. In a railway truck, an axle and wheel, a

journal box carried thereby, an equalizer supported upon the journal box"and extending longitudinally of the truck, the equalizer and journalbox being movable together vertically of the truck and being heldagainst relative movement longitudinally of the truck, a load carryingtruck frame spring-supported on the equalizer and free of associationwith the journal box except through the equalizer, and an elongatedanchor rod extending transversely of the truck and connected at its endportions to the equalizer and to the load carrying frame to hold:theequalizer and load carrying frame against substantial movement relativeto each other transversely of the ,truck but accommodatingtheirrmovement relative to each other in a vertical direction] KARL IINYSZIROM.

VERNON L. GREEN.

REFERENCES CITED The following references are of record in the file ofthis patent or the original patent:

ULNITED STATES PATENTS

